Internal/external combustion engine

ABSTRACT

In an internal combustion engine the fuel is vaporized before being admitted into the engine expansion chamber, the fuel vapor being produced by fuel vaporizing tubing heated by the hot engine exhaust gases. When starting the engine the heat for vaporizing the fuel may be provided by an electric heater and/or by a fuel fed torch operative with the fuel vaporizing tubing. In starting fuel is fed under pressure to the vaporizing tubing and operates the engine in an external combustion mode, going to the internal combustion mode as the engine reaches operating speed.

I United States Patent 1 1 1 3, Vandenberg 1 Oct. 16, 1973INTERNAL/EXTEIiNAL C'OMBUSTTON 1,623,501 5/1927 Smith 123/34 ENGINEFOREIGN PATENTS OR APPLICATIONS [76] Inventor: Jacob Vandenberg, 503Walnut 888,201 1/1942 France 123/34 Cres., Burlington, Ontario, CanadaPrimary Examiner-Laurence M. Goodridge 22 F1 l I led June 1972 AssistantExaminerRonald B. Cox [21] Appl. No.: 265,906 Attorney-Stanley J. RogersRelated US. Application Data 57 ABS RA T [63] Continuation-impart ofSer. No. 85,447, Oct. 30, l 1 1970, abandone In an internal combustIonengine the fuel is vaporized before being admitted into the engineexpansion 52 US. Cl. 123/34 A, 123/122 A, 123/122 E, chamber, the fuelvapor being Produced y fuel p 123 122 G, 123 179 F, 123 79 G, 123 34 Rizing tubing heated by the hot engine exhaust gases. 5 Int CL 02 9 00,pgo 31 00 02 17 00 When starting the engine the heat for vaporizing the[58] Field of Search 123/34.1, 34, 122 A, fuel y be Provided y anelectric heater n r y a 123 179 H, 122 E, 122 G fuel fed torch operativewith the fuel vaporizing tubing. In starting fuel is fed under pressureto the vapor- 5 R fer n e Ci izing tubing and operates the engine in anexternal UNITED STATES PATENTS combustion mode, going to the internalcombustion 1 876 168 9 1932 Richardson 123/34 mode as the engine reachesoperating speed 1,520,772 12/1924 Rica'r'd 123/34 11 Claims, 3 DrawingFigures Wmmncnsmn 3765382 E- E Fi INVENTOR JACOB VAN DENBERGINTERNALEXTERNAL COMBUSTION ENGINE REFERENCE TO RELATED APPLICATIONSThis application is a continuation-in-part of my application Ser. No.85,447, filed 30th Oct. 1970 and now abandoned in favour of the presentapplication.

FIELD OF THE INVENTION DESCRIPTION OF THE PRIOR ART Apart from internalcombustion engines food cooking devices are known wherein gasoline or asimilar combustible fuel is converted into a combustible gas feeding aburner flame, the fuel feeding to the burner through fine tubing exposedto the heat of the burner flame, so that the flame has a dual functionin providing cooking heat and production of the combustible vapor.

In the field of internal combustion engines it is known to use theengines own heat for vaporizing fuel prior to its introduction into theengine, as disclosed, for example, in U.S. Pat. No. 1,124,157. Thisspecification discloses an arrangement wherein liquid fuel is passedinto and vaporized in a jacket partly surrounding the engine cylinder,the vapor passing under its own pressure into the engine cylinder where,in admixture with air, it is ignited by a spark plug.

Compression ignition engines, for example of the diesel type, compressair in their cylinders to a high pressure and sufficient temperature toignite injected fuel, which may be in the form of particles of fuel oilor manufactured or natural gas.

DEFINITION OF THE INVENTION It is an object of the present invention toprovide a new internal combustion engine. It is a more specific objectto provide a new engine of the spontaneous ignition type wherein thefuel is vaporized prior to feeding it into the engine cylinder.

It is another object to provide a new engine whih is operablealternatively in the internal or external combustion modes as operatingcircumstances may require.

In accordance with the present invention there is provided aninternal/external combustion engine comprising a chamber for thecombustion of fuel, a movable compression and expansion member withinthe chamber and operative to compress working fluid within the chamberand to be moved by expansion of fluid within the chamber for theperformance of external work on a member connected to the movablemember, an exhaust passage from the chamber through which exhaust gasesflow, a liquid fuel receiving a vaporizing element in fuel vapor feedcommunication with an inlet valve of the engine chamber and positionedin the flow path of the exhaust gases for utilization of heat therefromfor heating the fuel; means for producing vapor under pressure in saidelement to actuate the engine in an external combustion mode prior tothe generation of hot exhaust gases by the engine operating in aninternal combustion mode, said means comprising a controllable heatsource in the fuel receiving and vaporizing element for production ofsaid vapor under sufficient pres sure to operate the engine in externalcombustion mode when admitted to the chamber, and an ignition devicepositioned in the exhaust passage for igniting fuel vapor dischargedfrom the chamber to raise the temperature of the fuel vapor in the fuelreceiving and vaporizing element upwardly towards the temperaturerequired for operation in the internal combustion mode.

DESCRIPTION OFTHE DRAWINGS Particular preferred embodiments of theinvention will now be described, by way of example, with reference tothe accompanying drawing in which:

FIG. 1 is a longitudinal cross-sectional view through a engine cylinderassembly illustrating different aspects of my invention;

FIG. 2 is a fragmentary view similar to FIG. 1 and illustrating amodified apparatus for vaporizing fuel; and

FIG. 3 is an enlarged cross-sectionalview taken on the lines 3-3 of FIG.2.

DESCRIPTION OF THE PREFERRED EMBODIMENTS will be apparent that myinvention may also be utilized in conjunction with any other type ofinternal combustion engine.

As illustrated, the engine comprises a cylinder 2 having the usual inletand exhaust ports 3 and 4 respectively, a piston 5, and a connecting rod6 connecting the piston to a crankshaft 7, which is mounted within acrankcase 8. A standard fuel admitting arrangement is shown in FIG. 1,wherein a gas or vapor admitting nozzle 9 is operable under impulse of ahydraulic actuator 10, which is actuated by a hydraulic fluid pressurecontrol 11 operating synchronously with the crankshaft. In anotherstandard arrangement shown in FIG. 2, the nozzle 12 is actuated by arocker arm 13 riding upon a camshaft 14 driven sycnhronously with thecrankshaft.

My invention comprises the provision of hot combustible vapor as fueland/or as operative fluid for the engine and to attain this end the hotengine exhaust gases are used when appropriate as the means forconverting the fuel into combustible vapor. As illustrated by FIG. 1,the engine exhaust gases from port 4 pass through an upwardly directedbell-mouthed exhaust pipe 15 extending from the port into a chamber 16which is suitably insulated against heat loss. The chamber contains alength of coiled metal tubing 17 into one end of which the fuel is fedunder pressure from a fuel tank 18, the other end of the coil extendingto the fuel vapor injection nozzle 9.

The fuel feeding arrangement to the coil 17 comprises a force pump 19operated by an eccentric 20 rotated by the crankshaft 7. The pump drawsfuel from the tank 18 through the pipe 21 and feeds it through the pipe22 into the coil 17. A pressure relief valve 23 is provided in the pipe22 to regulate fuel pressure, a

by-pass fuel return pipe 24 extending from the valve 23 to the tank 18.

In one method in accordance with this invention for preheating the coil17 to obtain fuel vapor when starting the engine, a fuel feed pipe 25extends from the tank 18 to a fuel burning torch nozzle 26 located inthe open end of the exhaust pipe 15 and so arranged that its flameimpinges on the coil. Fuel is fed to the nozzle 26 by an electricallyactuated pressure pump 27 provided in the pipe 25, the torch beingignited when required by an electrical spark gap 28 located adjacent tothe torch.

To prevent the fast flowing exhaust gases inducting cooling outside airinto the chamber 16 when exhausting into the chamber, the bottom thereofis closed by a plate 29 having perforations 30 therein and through whichthe exhaust pipe 15 extends. The admission of air into the chamber tosupport combustion of the torch flame when starting the engine iscontrolled by means of a second plate 31 having perforations 32 arrangedsimilarly to the perforations 30 and rotatably mounted in closeproximity to the bottom face of the plate 29, rotation of the plate 31moving the perforations 32 into or out of alignment with theperforations 30 and thus controlling passage of air therethrough intothe chamber.

FIG. 2 shows an alternative arrangement wherein the head of the enginecylinder is provided with a chamber 33 through which fuel is passed forexposure to the radiant heat of the cylinder head before it is fed tothe coil 17. In this arrangement the feed pipe 22 from the pump 19discharges into the chamber 33, while an outlet pipe 34 extends from thechamber 33 to the lower end of the coil 17, the upper end of the coilextending to the fuel vapor injection nozzle 12.

The time of entry of air to the inlet port 3, and thence to the interiorof the cylinder, is controlled by means of an inlet valve 35 ofconventional form mounted in the inlet 36 to a manifold 37 and operatedas required by an operator via a control rod 38.

An alternative method of preheating the coil 17 to obtain fuel vapor isfor convenience also illustrated in FIG. 1. In this alternative methodthe coil 17 is electrically insulated from the remainder of the pipingby a non-conductive connector 39, and is electrically con-' nected byconnectors 40 to a regulator 41, which supplies a controlled heatingcurrent to the coil, the latter serving as its own heating impedance.The heating current may be controlled as to the current and/or voltagevalue; alternatively a separate heating element in intimate heatexchange contact with the coil 17 may be provided.

OPERATION create sufficient vapor pressure therein, whereby theresulting vapor enters the cylinder 2 through the admitting nozzle 9 andproduces sufficient pressure therein to drive the piston downwardly androtate the crankshaft 7, the engine thereby operating in an externalcombustion mode. The vapor pressure created is enough to start theengine under full load to bring it up to operating speed. During initialrotation of the crankshaft the unburned combustible vapor exhaustingfrom the engine cylinder is ignited by the spark gap 28 and- /or thetorch and thus immediately further raises the temperature and pressureof the fuel vapor in the coil.

The engine is operated in the external combustion mode until operatingspeed is reached, whereupon the operator opens the valve 35, permittingthe engine to operate in the internal combustion mode. When the engineis running in this mode the torch 26 and spark gap 28 may beextinguished or brought into play to meet particular operatingrequirements. For example, when the engine is running slowly, the widelyspaced exhaust gas pulsations may not generate sufficient heat tomaintain the vaporized fuel at the required temperature etc, and inwhich case ignition of the torch would supplement the heat from theexhaust gases to provide required temperature. Normally the transfer ofheat from the exhaust gases is sufficient to bring the fuel fed to thecoil 17 to the vapor pressure and temperature required so that when itenters the cylinder at or about the end of the pistons compressionstroke ignition thereof occurs.

The operation of the engine using the coil 17 as an electric heatingcoil is effectively the same as when the torch is used as the source ofheat. An electric source has the advantage that the amount of heatsupplied to the fuel can be controlled more precisely via the regulator41, and there is less possibility of the production of hot spots on thecoil by the impingement of the torch flame thereon. The electric supplyfor heating the coil may comprise a battery/generator combination withthe generator driven by the engine. In the event that the burning vaporis unable to supply all the heat necessary to raise the vaporized fuelto the necessary temperature, then this can be supplemented by electricheat; automatic control for optimum performance can be achieved, forexample. by locating a temperature sensor in the connection 42 justbefore the admitting valve 9, and using it to control the regulator 14in any suitable known manner.

The valve 35 is maintained closed during the starting of the enginewhile it is operating in the external combustion mode, preventing anyair from entering the cylinder during the engine induction stroke andpreventing the possibility of an unwanted back-fire in the cylinder i.e.since there is a large excess of fuel vapor present. The temperature ofthe vapor in the cylinder will also be increased, owing to the decreaseof dilution by cooler air, giving better efficiency of operation.

The operation of the engine arrangements shown in FIG. 2 is the same asthe foregoing except that the fuel first passes through the chamber 33adjacent to the cylinder head for exposure to radiant heat of the headbe fore entering the coil 17. I

From the foregoing description it will be apparent that I have devised apractical vapor fuel feeding and engine starting arrangement which canbe applicable to any type of internal combustion engine, and wherein Iutilize the heat of the exhaust gases and otherwise wasted heat of theengine to produce combustible vapor fuel at high temperature andpressure. It will be understood that in practice various standard inletand exhaust valve arrangements will be used for control, such as forregulating the timing and the volume of vapor entering the engine, etc.,to meet load and other operational requirements.

In particular it will be apparent that I have provided a new enginearrangement wherein the engine is able to operate alternatively in aninernal combustion or external combustion mode. By starting the enginein the external combustion mode advantage can be taken of specialproperties of that mode, namely, at least a substantial reduction inpollution material produced; ample starting torque at low speed reducingthe requirement for a clutch and change-speed transmission, and even insome cases eliminating the need for the same; reducing or eveneliminating the need for an external starter, accurate ignition timingand an expensive multi-jet carburetor; reducing the size of the enginesince it handles reduced pressures and temperatures. At higher speedsthe efficiency of the engine operating in the external mode will bereduced, but the engine will then be switched to the internal combustionmode, when it can be operated at optimum efficiency with low torque andpower requirement per revolution but higher speed to give the necessaryoutput.

While obtaining the advantages of an external combustion engine certaindisadvantages are also avoided, namely; the removal of the requirementfor a large expensive condensing system; the use of a single operatingfluid that is inherently non-freezing and non corrosive (eg ascontrasted with water which is almost always used as the operatingfluid); reduced maintenance since the operating liuqid is compatiblewith the usual lubricants and can even by used as a carrier for thesame. Although control of the valve 35 by the operator has beendescribed for changing the operator between the two possible modesautomatic control thereof may also be provided dependent, for example,upon the gas entering the cylinder reaching a predetermined speed and/ortemperature and/or pressure.

Although I have shown and described particular embodiments of theinvention, it is to be understood that the invention is susceptible toany changes or alterations as I may from time to time deem desirablewithout departing from the scope of my invention as set forth in theappended claims.

path of the exhaust gases for utilization of heat there from for heatingthe fuel; means for producing vapor under pressure in said element toactuate the engine in an external combustion mode prior to thegeneration of hot exhaust gases by the engine operating in an internalcombustion mode, said means comprising a controllable heat source in thefuel receiving and vaporizing element for production of said vapor undersufficient pressure to operate the engine in external combustion modewhen admitted to the chamber, and an ignition device positioned in theexhaust passage for igniting fuel vapor discharged from the chamber toraise the temperature of the fuel vapor in the fuel receiving andvaporizing element upwardly towards the temperature required foroperation in the internal combustion mode. I

2. An engine as claimed in claim 1, wherein the engine chamber isconstituted by a cylinder, the said movable member is constituted by apiston movable within the cylinder, and the means for delivering fuelvapor to the cylinder comprises an inlet valve, the engine operating inthe internal combustion mode operating as a spontaneous ignition engine.

3. An engine as claimed in claim I, wherein the fuel receiving andvaporizing element is in the form of a length of tubing through whichthe fuel passes, the tubing being encased in a heat insulated chamberinto which the exhausted vapor from the chamber is directed.

4. An engine as claimed in claim 3, wherein said means for producingvapor under pressure comprises a fuel burning torch so located that itsflame is directed towards the fuel receiving and vaporizing element, apump delivering fuel from the fuel supply source to the torch and meansfor igniting the torch.

5. An engine as claimed in claim 4, wherein means for igniting the torchis an electric spark gap which in addition ignites fuel vapor dischargedby the engine.

6. An engine as claimed in claim 3, wherein the heat insulated chamberis formed with closable air admittance orifices in the vicinity of thetorch.

7. An engine as claimed in claim 1, wherein the means for producingvapor under pressure comprises an electric heater providing heat to thesaid liquid fuel receiving and vaporizing element.

8. An engine as claimed in claim 7, wherein the said liquid fuelreceiving and vaporizing element is in the form of a length of tubingthrough which the fuel passes, the tubing being encased in a heatinsulated chamber and constituting also an electric impedance heatingelement.

9. An engine as claimed in claim 7, wherein the said electric heater iscontrolled by a current and/or voltage regulator for control of the heatsupplied to the said element.

10. An engine as claimed in claim 7, wherein the said ignition devicecomprises an electric spark gap located at the entry to a chambercontaining the said electric heater and into which the exhausted vaporfrom the chamber is directed.

11. An engine as claimed in claim 1, and including an inlet valve devicefor controlling the entry of air to the chamber and thereby controllingchange of operating mode of the engine from external combustion tointernal combustion and vice versa.

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent 310. 3,765,382 Dated October 16, 1975 inventofls) Jacob Vandenberg It is certifiedthat error appears in the above-identified patent and that said Letters.Patent are hereby corrected as shown below:

Delete the sheet of drawing as printed in the patent and substitute theattached sheet.

" Signed and sealed this 26th day of November 197 (SEAL) Attest:

McCOY M. GIBSON JR. Attesting Officer c. MARSHALL DANN Commissioner ofPatents FORM P0-105O (O-69y USCOMM-DC scan-Pee U 5. GOVERNMENT PRINYINGOFFICE: B69- 930

1. An internal/external combustion engine comprising a chamber for thecombustion of fuel, a movable compression and expansion member withinthe chamber and operative to compress working fluid within the chamberand to be moved by expansion of fluid within the chamber for theperformance of external work on a member connected to the movablemember, an exhaust passage from the chamber through which exhaust gasesflow, a liquid fuel receiving and vaporizing element in fuel vapor feedcommunication with an inlet valve of the engine chamber and positionedin the flow path of the exhaust gases for utilization of heat therefromfor heating the fuel; means for producing vapor under pressure in saidelement to actuate the engine in an external combustion mode prior tothe generation of hot exhaust gases by the engine operating in aninternal combustion mode, said means comprising a controllable heatsource in the fuel receiving and vaporizing element for production ofsaid vapor under sufficient pressure to operate the engine in externalcombustion mode when admitted to the chamber, and an ignition devicepositioned in the exhaust passage for igniting fuel vapor dischargedfrom the chamber to raise the temperature of the fuel vapor in the fuelreceiving and vaporizing element upwardly towards the temperaturerequired for operation in the internal combustion mode.
 2. An engine asclaimed in claim 1, wherein the engine chamber is constituted by acylinder, the said movable member is constituted by a piston movablewithin the cylinder, and the means for delivering fuel vapor to thecylinder comprises an inlet valve, the engine operating in the internalcombustion mode operating as a spontaneous ignition engine.
 3. An engineas claimed in claim 1, wherein the fuel receiving and vaporizing elementis in the form of a length of tubing through which the fuel passes, thetubing being encased in a heat insulated chamber into which theexhausted vapor from the chamber is directed.
 4. An engine as claimed inclaim 3, wherein said means for producing vapor under pressure comprisesa fuel burning torch so located that its flame is directed towards thefuel receiving and vaporizing element, a pump delivering fuel from thefuel supply source to the torch and means for igniting the torch.
 5. Anengine as claimed in claim 4, wherein means for igniting the torch is anelectric spark gap which in addition ignites fuel vapor discharged bythe engine.
 6. An engine as claimed in claim 3, wherein the heatinsulated chamber is formed with closable air admittance orifices in thevicinity of the torch.
 7. An engine as claimed in claim 1, wherein themeans for producing vapor under pressure comprises an electric heaterproviding heat to the said liquid fuel receiving and vaporizing element.8. An engine as claimed in claim 7, wherein the said liquid fuelreceiving and vaporizing element is in the form of a length of tubingthrough which the fuel passes, the tubing being encased in a heatinsulated chamber and constituting also an electric impedance heatingelement.
 9. An engine as claimed in claim 7, wherein the said electricheater is controlled by a current and/or voltage regulator for controlof the heat supplied to the said element.
 10. An engine as claimed inclaim 7, wherein the said ignition device comprises an electric sparkgap located at the entry to a chamber containing the said electricheater and into which the exhausted vapor from the chamber is directed.11. An engine as claimed in claim 1, and incluDing an inlet valve devicefor controlling the entry of air to the chamber and thereby controllingchange of operating mode of the engine from external combustion tointernal combustion and vice versa.